Internal combustion engine



' 2 Sheets-Sheet 1 Filed Nov. 50, 1955 424/21. ,6. J 2=MA 4 IN V EN TOR.

Arron/ve y United States Paten INTERNAL COMBUSTION ENGINE Karl L.Herrmann, 1405 Air Way, Glendale 1, Calif. Filed Nov. so, 1955, Ser. No.549,965

Claims. (01.123-58) This invention relates to internal combustionengines and has particular reference to two cycle.engines.-

This type of engine generally includes a crank-shaft and connecting rodsbetween the shaft and the .pistons of the engine. Bolts and pins aredepended upon to maintain the rods in position on the shaft and pistons.Springheld poppet valves are required to control cylinder in takes andexhausts. Such engines are difficult to. balance and the torsionalvibrations caused. by the reciprocal forces appliedto the shaft throughthe connecting rods are so pronounced that it has been found necessaryto provide vibration dampers, counter-weights, fly wheels and rubbermounts in order to produce smooth operation of the engine. All of theseobjectionable features may be eliminated by applying the pressureexerted by the pistons directly to a cam-shaped member which is mountedon a straight power shaft. This cam member is so shaped that thepressure applied theretoby the pistons will positively rotate themember, and the shaft, .all substantially as shown and described in myearlier-Patent No. 2,243,817, dated May 27, 1941.

The object of the present invention is to provide on the power shaft ofthe engine a single, ported member which is designed to-distribute fuelmixtures from the carburetor. of the engine, during rotation of theshaft thereby entirely eliminating spring-held valves and allconnections fromsuch valves. A further object is to provide means forcompressing the fuel mixture before it enters the combustion chambers ofthe cylinders thereby not only to obtain a sufiicient combustionyolumebut also to insure complete discharge of the combustion gases fromthe cylinders. 1;

6 These and other objects of the invention as well.-.as :the manyadvantageous, features thereof will be apparent from thefollowingdetaileddescription and by'referring to the accompanyingdrawings in which a preferred form of the invention is illustrated. Y

Fig. 1 is a side view of a device embodying the invention showing parts,thereof in sidesection and other parts in vertical section;

Fig. 2 is a view in. end elevation taken on line .2--,-2 of Fig. 1 inthe direction of the arrows; z

Fig. 3 is a fragmentary end view taken on line 3-,.3 of Fig. 1 in thedirection of the arrows;

Fig. 4 illustrates, in perspective, the fuel distributing member of thedevice as it appears before placed. in position therein; and

Fig. 5 is a diagrammatic view showing the uniformity and angularinclinations of the power transmitting member of the device.

The device of the invention, in .the form illustrated in the drawings,consists of a cylindrical housing divided into two parts, 1 and 2, and acylindrical passage 3 extends axially through. the housing to providetherein a seat for a power shaft 4. The outerend 5 ofthis. shaft is inany suitable manner, not shown, connected to the wheel rotatingmechahis'r'n of the vehicle the engine is designed 'to s eive'fcylindrical member is rigidly mounted on the shaft at or near the centerof the housing 2. 5 99 mated Jan. 3; rest and the side surfaces of thismember are machined to provide thereon identically shaped cam surfaces11, 12. This member is hereinafter mostly referred to as the cam memberof the device.

The housing is at one side of the cam member shown axially recessed toprovide seats for a circular row of cylinders-13 to 18 radially spacedfrom the power shaft 4 by equal amounts and axially parallel to saidpower shaft. A second row of cylinders are 34-39 similarly placed at theopposite side of the cam member, see also Fig. 2, and as these cylindersare identical with the first row of cylinders and similarly positionedrelative to the cam member, it is thought sufficient in Fig. '1- toindicate that the cylinders 34-39 of this second row are in axialalinementwith the cylinders of the first row. Pistons are seatedfor-reciprocation in the axially alined cylinders of the two rows asbest shown at 21 in Fig. I of the drawmgs. 6

It is noticed that the pistons are double ended, terminating in heads26, 27. The head 27 is for reasons which are hereinafter explained agood deal shorter than "the piston head 26. The middle portion of thepiston is shown reduced in diameter to form a neck 28 and an opening 29is cut into the neck from one side thereof to provide clearance for theperipheral portion of the cam member 10. In semi-cylindrical bearings30, 31 of the neck are suitably mounted rollers 32, 33 which engage thecam surfaces of the member 10, substantially as indicated inFig.

l of the drawings. The pistons are in the manner which will now bedescribed reciprocated, in'moving to apply rotation to'the cam memberand the rotation of the -memher is transmitted through the power shaft 4to the wheel rotating mechanism of the vehicle. It is to be noted thatthe cam member is double-lobed and that both lobes of the member areidentically shaped, are uniformly inclined and evenly spaced,substantially as indicated in Fig. 5. When so proportioned, it is foundthat-continuous, uniform rotation will be applied to the member duringpiston reciprocations. It is also important to note that the cam memberis given a ninety degree rotation on each forward stroke of the pistonandthat the following ninety degree rotation of the member returns thepiston to its'initial retracted position shown in the drawings." All ofthe foregoing features are-shown and described in my said earlierpatent. l

A disk-shaped flow control member 40 is rigidly mounted on the powershaft in position to close an annular recess 41 of the housing therebyto provide a chamber 42 within the housing. An intake port 43 admitsfuel mixture from a conventional carburetor assembly into this chamber.This mixture is, in the position of the member shown in Fig. 1 of thedrawings, free to pass from the chamber 42 through two diametricallyopposite ports 45, 45 into the ends of the cylinders 34, 37, see alsoFig. 2.

It is noticed in Fig. 2 that two diametrically opposed ports 46, 46 leadfrom an inner annular chamber 44 of the control member into the ends ofthe cylinders 34 and 37. It is also to be noted that ports 47, 47 of thepower shaft 4 connect the chamber 44 with a cylindrical space 48 withinthe shaft and that passages 49 lead from the shaft chamber into theinner ends of the cylinders 1318, as best shown in Fig. 3. The relationof the ports 46 to the ports 45 is best shown in this drawing. Themanner in which transfer of the fuel mixture from the intake 43 throughthe control member and the chamber .48 of the shaft to the cylinders isperiodically made will now be described. r

Let it beassumed that the engine has been started and that the pistonshave reached the positions indicated in Fig. 1. The fuel mixture hasfilled the cylinders 34 and 37. Rotation of the control member quicklycauses the next following port 46 to move into registration with thecylinder 34 to open a passage for the fuel into the inner chamber 44 ofthe member. And when the mouth of this port is of considerable width,substantially as indicated in Fig. 2, it is seen that a passage isquickly opened for the fuel to pass from the cylinder 34 through theinner chamber to the space 48 within the shaft.

As the piston 26 now approaches and reaches the end of its forwardstroke, it is seen that the fuel is free to pass from the space 48through the port 49 into the space behind the piston. It is important tonote than an exhaust port 50 is cut through the walls of the housing andthe cylinder 13, at the inner end of the latter; also that this port iswider than the port 49. When these ports are correctly positioned andproportioned, it is found that the fuel, ignited by a conventional sparkplug 51, will expand to advance the piston and will escape out throughthe exhaust port 50 before the port 49 is opened. It is also importantto note that the fuel is forced at high speed into the shaft chamber 48by the advancing piston head 27 of the cylinder 34 and becomescompressed therein before the piston reaches the end of its forwardstroke. This compressed fuel will rush into the space behind theadvancing piston 13 so speedily that all the combustion gases will beexpelled before the receding piston again closes the exhaust port 50.This completes one cycle of piston operation.

The other five pistons of the engine operate in the same manner and insuch rapid succession that uniform pressure is applied smoothly andevenly to rotate the power shaft of the engine. There are no intake andexhaust valves to get out of adjustment. No cranks and pistonconnections to become worn and chattery. And when the piston head 2.7is, as above pointed out, considerably shorter than the head 26 and thesize of the shaft chamber 48 correctly proportioned, it is found thatpressure may be maintained within the chamber to assure completeevacuation of the exhaust gases and a sufiicient supply of fuel in thecylinder at the moment of combustion.

While I have found a six cylinder combination most advantageous, it isto be understood that the various parts and combinations of the flowcontrol mechanism may readily be proportioned to serve a four cylinderengine efficiently. It should also be clear to anyone familiar with theart that suitable ball or roller bearings should be provided for thepower shaft; also that gaskets must be provided to insure leak-proofjoints. But as all such devices are required in internal combustionengines and well known in the art, they are merely outlined in Fig. l ofthe drawings and no further reference thereto is thought necessary.

I claim:

1. An internal combustion engine comprising, a housing, a shaftrotatable in the housing, the shaft having a cylindrical compressionchamber therein and inlet and outlet ports at the ends of saidcompression chamber, a series of compression cylinders at one end of thehousing, a series of combustion cylinders at the other end of thehousing in alinement with the compression cylinders and parallel withthe shaft, double headed piston in the axially alined cylinders of thetwo series, a circular cam mounted on the shaft for rotation by thepistons, and a fuel flow control member on the shaft, said member havingpassages therein for fuel to the compression cylinders and passages forthe fuel from the compression cylinders through the shaft compressionchamber to the combustion cylinders.

2. An internal combustion engine comprising, a housing having intake andexhaust ports, a shaft rotatable in the housing, the shaft having acylindrical compression cham ber therein and inlet and outlet ports atthe ends of said compression chamber, a series of compression cylindersat one end of the housing, a series of combustion cylinders at the otherend of the housing in alinement with the compression cylinders andparallel with the shaft, double headed pistons in the axially alinedcylinders of the two series, a circular cam mounted on the shaft forrota tion by the pistons, and a fuel flow control member on the shaft,said member having passages therein for fuel from said intake port ofthe housing to the compression cylinders and passages for the fuel fromthe compression cylinders through said inlet port to the shaftcompression chamber for discharge through the outlet port of the shaftcompression chamber to the combustion cylinders for discharge throughthe outlet port of the housing.

3. An internal combustion engine comprising a cylindrical housing havingfuel inlet and exhaust ports, a power shaft seated for rotation in thehousing, a series of combustion cylinders and a series of fuel advancingcylinders encircling the shaft in axial parallel alinement therewith,the cylinders of one series being in axial alinement With the cylindersof the other series, double headed pistons seated for reciprocation inthe axially alined cylinders, hearings in each piston intermediate theheads thereof, a cam on the shaft seated in the bearings of the pistonsand shaped for rotation by the pistons, a cylindrical fuel flow controlmember on the shaft, there being an annular chamber within said memberand a cylindrical space with in the shaft, two diametrically oppositefuel inlet ports through the member for registration with the fueladvancing cylinders, two diametrically opposite ports in the memberleading from said cylinders through the annular chamber of the member tothe space within the shaft, the inlet ports of the member being at rightangles to the fuel advancing ports thereof, rotation of the shaft andmember consecutively opening passages for the fuel from the fueladvancing cylinders through the chamber and shaft space to thecombustion chamber of the other cylinders on the forward stroke of thepistons therein, subsequently opening passages from the intake to thefuel advancing cylinders on the return stroke of the pistons.

4. A device as set forth in claim 3 in which the fuel inlet and exhaustports pass through the walls of the combustion cylinders at one endthereof, the exhaust ports being wider than the inlet ports, the portsbeing normally closed by the pistons, the latter moving past the portsat the end of their forward stroke first to open the wider exhaust port.

5. An internal combustion engine comprising, a housing, a power shaftseated for rotation within the housing, the power shaft having acylindrical chamber therein and a port at each end of the chamber, theend wall of the housing being recessed to provide therein an annularspace about the shaft, a cylindrical fuel flow control member mounted onthe shaft in position to enclose the housing recess, the member havingan annular chamber therein, a conduit carrying fuel mixture to therecess of the housing, a series of combustion cylinders and a series offuel compression cylinders encircling the shaft in axial parallelalinement therewith, double headed pistons seated for reciprocation inthe alined cylinders of the two series, and a cam on the shaft seatedfor rotation by the pistons in response to reciprocations thereof, therebeing two diametrically alined ports through the flow control member foradmitting fuel from the recess of the housing into the fuel compressioncylinders, two diametrically alined passages into the member forconducting fuel from the compression cylinders through the port at oneend of the shaft chamber to the chamber and through the port at theother end thereof to the combustion cylinders, the passages through themember being axially alined with the passages from the inner chamber ofthe member, all four passages being circularly alined.

References Cited in the file of this patent UNITED STATES PATENTS1,610,060 Lind Dec. 7, 1926 1,762,437 Fnanklin June 10, i930 2,417,487Hall Mar. 18, 1947

